Disk brake



-Jun'e"8, 1954 w. J. cAsEY nl 2,680,498

DISK BRAKE Filed Dec. 7, 1950 2 Sheets-Sheet l June 8, 1954 w. J. CASEY m l2,680,498

DISK BRAKE Filed Dc. '7, 1950 2 Sheets-Sheet 2 INVENTOR. JY/bm c]- Ca'y,

l N BY l Patented June 8, 1,954

DISKBRAKEXT William t J. Caseyz .IIL Chicago lll., i assignorfv to Ai'merican Steel .'EundrieaaChicagm:Ill., .a .cole-a poration of .N-W .Jr's'ey y iiciaiins.. (ci. isa-59) Tli'isinventionrelates.to railway. brakeequip.- ends ofthe4 side rails-.and .spaced transomsaa;l 8:

menta interconnectinggintermediate 'portions fof theesidef L: 'Ili'e' principal .object of, the. invention: is tov rails, the transoirisaiording support and-comme.

devise .anequalizer supported '.brake. arrangement.7 toriioi. an associatedfbol'ster (not shown) there'- Wherein 'a noveltorque connection betweenvthe.. fi betweenni-n. thefusual manner. as-.will bewundere'.

which accommodates relative movements ,Y becomprises a pair of spaced pedestals l I 0:atv tween the same Without disturbing the position eacli end of each side rail 4 Each pair of pedesof tli'e brake frame.. Suchanarrangement aftais receives a Journal box l2 therebetween are..niaintained in precise cooperative relationassemblicsll,v iii-rin,conventionaimannen ship' with each other and the 'excessive stresses. Eaclriwheel. and axle: assembly comprises ani. Whicnareincident to designswherein `a portion z5' axle; lbyvitiil afwlieel I8lthereon adjacent-feacliz. ofmthe; brake. ,structure.is. carried, by the` sprung end thereof'andeeachawheellisconnectedionits.:

parts of .the,truck,..are,entire1y eliminated. inner sidetoa' brakerotorlasby bolts-22,222?

A'more` specic object. of the .invention isto` (Figure 2). provide guides on the truck frame which cooper- An equalizeiwll.. isl positioned at each. side of A further objectof the invention is to arrange.; COHVSHOSJ SllD-Dlitng relationship 130 the tlllkl' the, jtorque connection .between the. brake. frame frameza andftl'ie truckirame in such. a manner., thata.. 'IIhefeQuaI-ZerS-Eiatoppositefsidesoftlieitriicb tipping effect4 dueto braking torqueon thertruck.. carryl brake frames 3th. 3b disposed adjacent..re.= frame ise1im'inated.- m specgtivef. vvlieeleand axles. assemblies'- Ma Each't incident to railway operation, sideofleachfliousing is formed preferably integrale... These andother. objects of the invention ,will Withanextension 36 of substantially quadrilat-f become4 moreapparent from the` specification eralfform.- Each extension 36.lias a dovvnvvarcllyA and" the/drawings, wherein: extendingieg. portion 38 which hasfits lower end-L Figure .1` is a top plan View, partly in section preferably terminating at the leVel Of the 24diaof .,onahalf. of'a railway car truckA .withv the in- 4 0.. Cent-equa1izer--24f:as bestseen/in Figure-3, the` vention applied thereto, the truck being identi.- pOFtiOn 38 being Contlmled aS a hOIZOIltally GX cal at, theopposite sides of the longitudinal Verti-y tendlng DOTOH: 40 111 the form 0f a Cyllndrlal 01 cal..1ce,nter plane tubular member extending into a resilient prei.` Figure 2 is a sideelevationalviewof Figure.,1,. @ably-rubber; buShngaflZ ttedwithin a Clamp partly insectiom.. and. 44.,theiclampfbeing-.preferablyformed integral.

E-igiire `is a fragmentary-side.elevational View. Wlthianadjacent SDlil-'lg Seat 25011 the equaliZeI'f of.one end of tliebrake framawith its.A connection. 24.,.Itwillbe noted that thefclamp .Mis split to the equalizer spring seat partly broken..-away, andfthai' a'vfpllllalifyf bOIGS il-freiemployed-OF theequalizer. beingshown in transversenvertical producefhoop ytensioniaround the bushingE 'l2-to.f

section.. itightlyv compress the saine betvveeii'tlie clamp-44 Describing, .the inventioninvdetail,..tlie.ini/ene and a redu'cedrendsection f3 of'the' vportion 40.

tion. is shownvapplied-ito. a; four/Wheel; railway; Each.-outer.extension; ,35 :and relatedwportion car; trucks', comprising.. a frame;genera1ly:,-desig f- 38 presenti-substantially yvertical at bearing.` suri-V nateduZ, and includinglzazsideirailfdiat eachtsideiiz: faces; 5D,zf..5`0r on;oppositeisidesatliereof; said suivi-fir.

thereofe and f endl. Vrailsal 6: interconnecting. their 55 facesiigiextendingtransversely.of rtlieltruckf,n 1

Each brake frame is associated with a guide, and it will be noted that the guide 52 shown at the left of Figures 1 and 2 is formed integral with the frame, and the guide 54, shown at the right of Figures 1 and 2, is of a type which may be boltconnected or weld-connected to the frame.

The guide or bracket 52 comprises spaced substantially vertical webs 56, 55 disposed at opposite sides of the associated extension 35, the webs E,

55 extending flatwise transversely of the truckv interconnected and at their outboard edges being by a substantially vertical web 58 which may be :formed integral with the inboard side of the associated side rail 4. The webs 55, 56 may be lined with resilient pads 60, 5B, such as rubber, on their adjacent sides, the rubber being suitably secured to flat wear plates 62. It will be noted that in the fully expanded condition of the rubber pads the wear plates B2, B2 are slightly spaced with respect to the surfaces 5t, 50 on the related extension S5 of the brake frame. The walls 55, are connected by suitable gussets 64, 54 to the adjacent portions of the truck frame.

The guide 54, shown at the right of Figures l and 2, may be a U-shaped member comprising spaced legs 55 and 68 interconnected at their upper ends by a cross piece 1G. The legs 65 and 58 may present generally vertical faces on their adjacent sides to which may be adapted the rubber or resilient pads 12, 12 which may carry the l friction plates 14, 14 at opposite sides of the related extension 35 generally parallel to and slightly spaced from the respective opposing surfaces 5B, Esto allow slidable contact between said surfaces. cured to the adjacent transom as by welding at 15 or may be secured by a suitable bolt assembl (not shown).

It will be noted that in each arrangement the truck frame may move vertically or laterally and have certain other limited movements without disturbing the positions of the brake frames 39, 30.

Each housing 34 may contain a conventional actuating cylinder pair of levers 15, 15 pivoted in the housing in usual manner, the levers carrying stators or shoes 18, 18 at opposite sides of the associated rotor Z0 for engagement therewith as will be readily understood by those skilled in the means in the housings C. E. Tack Patent 21, 1950.

1n operation in order to stop rotation of the wheel and axle assembly I4, the brakes are actuated to apply the stators 18, 18 againstopposite sides of each rotor 20. This action results in a torque force being applied to the brake structure, the torque force tending to rotatetherelatedbrake frame about its portions a8. The opposite sides of each extension 36 are thus engaged along surfaces 5t, 5i! with the wear plates 52, 62 and the pads Si), are compressed. The resilient character of the connection between the guides and the brake frame accommodates floating movements of the truck frame on the springs without impairing the braking action. The arrangement of the guides is such that the torque forces delivered to the guides are redirected partially longitudinaily of the truck and partially substantially vertically to the equalizers 24, 2d.

It will be noted that the usual torque arm arrangement which extends between the brake frames and the wheel and axle assemblies is entirely eliminated and the structure is simplified 34 may be as shown in 2,498,625, issued on February The guide 5d may be suitably se- (not shown) for operating a art. The brake to provide a rugged and economical construction.

I claim:

1. A railway car truck comprising a sprung frame member and a wheel and axle assembly with a rotatable friction element, an equalizer supported from said assembly, a brake support member resiliently connected tothe equalizer and extending transversely of the frame, brake means carried by the support member for engagement with said element, and a torque connection between said members slidably operative horizontally and vertically and transversely of the frame member, said connection comprising spaced substantially vertical slightly yieldable surfaces on one member extending transversely of the frame, and substantially parallel faces on the other member received between said surfaces for engagement therewith only when torque forces are imposed on the support member.

2. A railway car truck comprising a sprung truck frame and a wheel and axle assembly with a brake rotor thereon, an equalizer supported from said assembly, a brake support member flexibly connected to the equalizer and extending transversely of the frame, brake means on said support member cooperatively associated with the rotor for braking engagement therewith, a jaw on the frame embracing said support member with operative clearance, said jaw and frame having cooperating substantially vertical faces extending transversely of the frame and engageable to resist torque forces imposed on the support member during braking application of said brake means.

3. 1n a railway car truck, a sprung mass, an unsprung mass including a wheel and axle assembly including a rotatable friction surface, a brake frame member constituting part of the unsprung mass and carrying brake means adapted for breaking engagement with said surface, a guide member constituting part of the sprung mass, said members being formed and arranged to slidably engage along faces extending transversely of the truck when torque forces are imposed on the brake frame member to accommodate relative movements between said masses.

4. A car truck, according to claim 3, wherein said faces on said members are aligned longitudinally of the truck, the faces on the brake frame member being normally spaced from the faces on the guide member to allow relative movement between said masses without engagement of said faces.

5. A truck, according to claim 4, wherein the faces on the guide member embrace the brake frame member and the faces on the brake frame member are disposed at opposite sides thereof adjacent the faces on the guide member, and all or" said faces being substantially parallel and extending vertically and transversely of the truck.

6. A railway car truck, according to claim 4, and comprising another guide member, and said guide members being disposed adjacent opposite ends of the brake frame member.

'1. A railway car truck, according to claim 4, wherein at least certain of said faces are yieldable to provide a resilient action between said members.

8. A railway car truck comprising a sprung frame and a wheel and axle assembly with a rotatable friction element, a brake support member having a main portion extending transversely of the frame at substantially the level of the axle of said assembly, an equalizer at each side of the truck supported from said assembly and supporting said frame, said member having downwardly extending end portions at opposite ends of the main portion and resiliently connected to respective equalizers below the level of said axle, brake means carried by and extending transversely from said main portion and adapted for braking engagement with said element, and jaws on the frame embracing said end portions, each jaw presenting substantially vertical faces extending transversely of the frame, and each end portion presenting a surface opposite to each face for engagement therewith to resist torque forces on said member.

9. In a truck, a, sprung frame, a spaced wheel and axle assembly at each end of the frame and each assembly having a friction element rotatable therewith, said elements being in substantial alignment longitudinally of the truck, equalizers at each side of the truck extending from one assembly to the other and supported thereby, resilient means supporting the frame from the equalizers, brake support members between said assemblies and disposed one adjacent each assembly, each member having a body portion at substantially the level of the axles of said assemblies and extending transversely of the frame, braking means carried by each body portion for braking engagement with the adjacent element, each body portion having end portions extending downwardly and movably connected to said equalizers, and jaws on the frame at each end portion and embracing the end portions, said jaws being formed and arranged to accommodate substantial movement between the sprung frame and said support members in predetermined planes without binding and to movably engage each other to resist torque forces on said member due to braking action.

10. In a brake arrangement for a railway car truck comprising a sprung frame, a side rail extending longitudinally of the truck as an integral part of said frame, a Wheel and axle assembly with a friction member rotatable therewith, brake beams supported from said assembly, and including guide surfaces extending transversely of the truck, guide surfaces secured to said rail receiving the first-mentioned surfaces therebetween, said surfaces on said brakebeams and said rail being engageable to resist braking torque.

11. In a brake arrangement for a railway car truck comprising a sprung frame, a side rail formed as part of said frame, a wheel and axle assembly resiliently supporting the frame and having a friction member rotatable therewith, brake means operatively associated with said member, engageable substantially parallel generally vertical guide surfaces on said side rail and said brake means adapted to engage only when resisting torque forces on said brake means.

12. In a brake arrangement for a railway car truck comprising a frame, a side rail extending longitudinally of the truck rigidly associated with said frame, a wheel and axle assembly at each end of the truck and having a friction surface rotatabletherewith, an equalizer extending beneath the side rail and supported at opposite ends from respective wheel and axle assemblies, a spring seat on said equalizer adjacent each assembly, spring means between the seat and the frame resiliently supporting the latter, a brake frame adjacent each wheel and axle assembly extending transversely of the frame, a flexible connection between each equalizer and the adjacent end of the adjacent brake frame, brake means carried by each brake frame for cooperation with the adjacent friction surface, and a torque connection between each brake frame and said side rail comprising oppositely arranged faces on the inboard side of the side rail loosely receiving a portion of the adjacent brake frame therebetween, said faces being engageable with said portion of the 'brake frame to resist torque forces on said brake frame.

13. In a railway car truck comprising a movably mounted truck frame, a lower member supporting said frame and supported from a wheel and axle assembly, a brake frame supported from said lower member, and a guide member on the truck frame, said guide mem-ber and said brake frame being formed and arranged to slidably engage each other along generally vertical surfaces extending transversely of the truck to resist braking torque forces on said frame, and brake means carried by the brake frame for engagement with a friction surface on said assembly.

14. In a brake arrangement for a railway car truck comprising sprung and unsprung portions, brake means carried by the unsprung portions, normally disengaged guide surfaces on said sprung and unsprung portions, said surfaces ex- K tending transversely of the truck slidably arranged to accommodate substantial vertical movements between said sprung and unsprung portions, said surfaces being engageable when braking torque is applied to the brake means to resist the forces. 1

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,174,407 McCune Sept. 26, 1939 2,250,568 Borup July 29, 1941 2,327,151 Cottrell Aug. 17, 1943 2,357,619 Tack Sept. 5, 1944 2,365,460 Eksergian Dec. 19, 1944 2,423,694 Eksergian July 8, 1947 

